Railway-switch



J. F. DUGGAN.

RAILWAY SWITCH.

(No Model.)

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JAMES F. DUGGAN, CF QUINCY, MASSACHUSETTS.

RAILWAY- SWITCH.

SPECIFICATION forming part of Letters Patent No. 406,036, dated July 2, 1889.

Serial No. 304,294. (No model.)

To all whom it may concern.-

Be it known that I, JAMES F. DUGGAN, of Quincy, in the countyof Norfolk, State of Massachusetts, have invented a certain new and useful Improvement in Railway-Switches, of which the following' is a description sufficiently full, clear, and exact to enable any person skilled in the art or science to which said invention appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification, in which- Figure l is a side elevation of a portion of a street-car, showing my improvement in use 3 and Fig. 2, a vertical transverse section taken on line a' :r in Fig. l.

Like letters and figures of reference indicate corresponding parts in the different figures of the drawings.

My invention relates more especially to switches for Streetrail\vays; and it consists in certain novel features, as hereinafter fully set forth and claimed, the object being to produce a simpler, cheaper, and more effective device of this character than is now in ordinary use.

The nature and operation of the improvement will be readily understood by all conversant with such matters from the following explanation.

In the drawings, A represents the body of the car; B, the platform; C, the rails; D, the switchplate, and E the switclbtongue. A switch-box G is sunken in the roadbed, the switch-plate D being disposed in the top l) thereof. The plate D is provided with a transverse slot d, opening int-o the box G. A. vertical rod f is secured to the free end of the tongue E and projects downward through said slotinto said box. A vertically-arranged can1-lever H is pivoted at g within the box below the slot d, said lever being' provided with a groove 7i in its upper end, in which the lower end of the rod f works. A horizontally-disposed lever K is pivoted at j in a vertical standard q, secured in the box, said lever being arranged at right angles to the rails C. The long arm lof the lever K is provided with a counterbalance-Weight m, and in its outer end a roll jp is journaled, said roll working in the canrgrooves i k of the vertical lever ll. A slot i' is formed in the top h of the box adjacent to and parallel with the rail C opposite the switch-plate. A horizontally arranged [iat bar t is fitted to work vertically in the slot yr, and is provided centrally with a downwardlyprojecting arm lii, in the lower end of which the end of the short arm w of the lever K is pivoted. A segment M is journaled on a bracket fJ, secured to the bottom of the car A and in position to be forced int-o engagement with the bar t.

To the platform B of the ear, below the dasher e', is pivoted abell-crank lever l5. A horizontally-arranged rod 1G is pivoted by its outer end to one arm of said lever, the inner end of said rod being pivoted to an arm 17, secured to the hub 1S of the segment M. To the opposite arm of the lever l5 a vertical rod 19 is pivoted and projects upward through an opening in the car-platform. A transversely-arranged footlever 20 is pivoted by one end in standards 2l. on the platform, the opposite end of said lever being pivoted to the upper end of t-he rod 19. A pin 22, secured to the lever 20, works vertically in an opening in the platform, and a coiled spring 23 is disposed around said spring and acts ex pansively to elevate the lever 20.

In the use of my improvement, when it is desired to adjust the switch, the car-driver depresses the lever 20, causing the bell-crank leverl l5 to draw the rod 16 outward and force the segmental wheel M downward into en gagement with thebar tin the road-bed. Saidbar is thereby depressed and actuates the lever K, causing the roll p thereon to move upward from the position shown by dotted lines in Fig. 2, engaging the lever li in the grooves k z'. Said lever ll is thus forced backward and carries with it the switch-tongue E. The bar 25 is of sufficient length to enable the segmental wheel to remain in engagement therewith until the car-wheel I has moved onto the switchplate. As soon as the lever 2O is released by the operator, the spriu g 23 will force it upward into its original position and elevato the wheel M, so that it will clear the road-bed, as shown by dotted lines in Fig. 1. /Vhen the Wheel M frees the bar the weight fm. on the lever K IOO will again depress it and actuate the lever II to throw the switch-tongue into its original position. f

Having thus explained my invention, what I claim isl. In a switch, the combination of a box in the road-bed, a switch-tongue, a rod projecting from said tongue into said box, avertical camlever provided with a groove for said rod, a lever in' said box provided with aroll for actuating said cam-lever, and a horizontal bar pivoted to said lever and adapted to be engaged by a projection on the car-body, substantially as described.

2. In a switch, the combination of a switchbox, a switch-tongue and transverse slot in the bed-plate, a rod on said tongue projecting Vthrough said slot into said box, a cam-lever in said box provided with a groove in which said rod works, a counterbalanced lever provided with a roll in engagement with said cam-lever, a horizontal bar pivoted to said counterbalanced lever and working in an opening in the top of the switchbox, and a segment pivoted on the carin position to be projected into said slot and engage said bar, substantially as described. j

3. In a device of the character described, the combination of a spring-cushioned footlever on the car-platform, a bell-crank lever pivoted below said platform, a pivoted rod connecting said levers, a horizontal rod pivoted to said bell-crank lever, and a segment j ournaled on the car-body,whereby said wheel may be projected into an opening in the roadbed and actuate a switch mechanism when said foot1ever is depressed, substantially as described.

4. In a device of the character described,a

horizontal bar Working vertically in an opening in the switch-box in position to be engaged by a segment on the car-body, in combination with a roll-bearing counterbalanced lever pivoted to said bar, adapted to actuate a cam-lever connected with the switch-tongue, substantially as described.

5. In a device of the character described, the combination of a switch-box, a sWitchtongue disposed thereon, a rod projecting from the switch-tongue into said box, a camlever for moving said tongue, a lever pivoted in said box and bearing a rollin engagement with said cam-lever, a horizontal barworking in an opening in said box and pivoted to said lever in position to be engaged by a projection on the car and move the switch-tongue, and a counterbalance-Weight on said roll-lever for returning the same when said bar is released, substantially as described.

6. In a switch, the combination of the box G, the switch-plate D, having the tongue E and groove d, the rod f on said tongue, the cam-lever II, provided with the groove h, the lever K, having the Weight m and roll p, and the bar 15, working in the slot r and pivoted to said lever, substantially as described.

7. In a device of the character described, the combination of the car A, the segmental Wheel M, j ournaled thereon and provided with the arm 17, the spring-cushioned lever 20, pivoted to the car-platform, the rod l9,bellc'rank lever I5, and rod 16, all being arranged to operate substantially as described.

JAMES F. DUGGAN.

Witnesses:

O. M. SHAW, K. DURFEE. 

